Means of arresting alpha sawmill carriage



v Feb. 16 1926.

D. R. TANNER MEANS oF ARRESTING A SAWMILL CARRIAGE D. R. TANNER MEANS OF ARRESTING A SAWMILL CARRIAGE Feb. 16 1926.

Filed March 19, 1921 5 Sheets-Sheet 2 Feb. 16 1926.

D. R. TANNER MEANS OF ARRESTING A SAWMILL CARRIAGE 1921 5 Sheets-Sheet 5 Filed March 19,

wniniire Feb. 16 1926.

D. R. TANNER MEANS OF ARRESTING A SAWIILL CARRIAGE Filed March 19, 1921 5 Sheets-Sheet 4 Feb. 16 1926'. 1,573,428

D. R. TANNER MEANS OF ARRESTING A SAWMILL CARRIAGE Filed March 19, 1921 5 Sheetsheet 5 lll/l /71/1/1 l//l )Patented Feb. 16, 1926.

as a run-awry carriage.

'either run away or it may )am ahutments,

Vthe piston therein.

usure srATns PATENT QFFICE.

DANIEL R. TANNER, OF LA GRANDE, OREGON.

MEANS GF ARRESTNG A SAW'MILL CARRIAGE.

Application filed March v19, 1921. :Serial No. 453,658.

To all whom if may concern.'

Beit known that l', DANIEL lt. TANNnn, a citizen of theI United States, residing at La Gra-nde, in the county of Union and State V'of Ofi-egon, have invented new and useful Improvements in lileans of arresting a Saw mill Carriage, of which the following is a specification.

l This invention-relates to improvements in safety or emergency devices for reciproeating savv mill carriages operated'hy presfin either of `winch event great damage to y equipi entV andhte vvill result by reason of the fact 'that no safety device, as far as l am aware, has heen devised which would enable the carriage lever man or operator to quickly bring the carriage to a position of i rest.

Merely shutting off the steam or other pressure medium is not sufficient as the carri'age is of great weight and because of its speed of oilieration, its momentum alone vvci'ild cause the ci'irrlage to inlhct great injury.

'Now it is the ohject of this invention to provide improved n'ieans in easy access to the carriage lever operator wherchy the latter may instantly employ or divert for emergency utility, the very same steam or Vpressure fluid to stop the carriage ,that is order to make anemergency application of the steam as these devices are instantly rendered inactive, irrespective of their position, immediately upon an emergency application of the steam to stop the carriage. Therefore this feature of my invention grez'itly increases the facility with which a serious accident may be avoided.

By means of my improved invention, the .arriage may not only be brought to a posi tion of rest irrespective of the position of the carriage when the emergency steam has been applied, but in addition, the car riage is arrested by such a relatively gentle cushioning action as to thereby greatly re. duce the element of danger in bringing the carriage to a position of rest.

It is a further feature of this invention to provide means for restoring the parts from an emergency to a normal-operating position of adjustment, such means being at a point remote from the carriage operator thereby preventing the latter from again starting the carriage prior to proper Warning of all of the operators. In other words, my invention provides for rendering the car riage operating 'mechanism coniplctely inoperative until said mechanism has heen delinitely restored to an operative adjustment wholly independently of the carriage lever man.

r further and very impfn'tant feature of this invention resides in an improved lever mechanism for the carriage man which is in the form of a combined normal and-` emergency lcver structure which is so constructed and arranged that the lever man may 'initiate an emergency steam application Without removing his hand from the lever, and further, he may make such einen gency application iii-precisely the saine direction of thrust which he ordinarily applies to the lever during normal operation of the carriage, the only difference being that this thrust on the lever must he an abnormal thrust of either a pull or push nature in excess of the usual thrust which he applies in normal operation. Thus it will be seen that this feature of the invention taires advantage of the fact that even a skilled carriage man will become excited in such an emergency as a run away and thus his natural inclination will be io do `that very thing which an urgent situation calls for, vi?J to apply an abnormal pulling or pushing thrust on the main control lever and thereby initiate an emergency steam ap plication.

lt is a further feature of in vinvention to incorporate in the usual steam operated mechanism an energized trip device which at all times seeks and is energized for the purpose of operation but which is normally restrained therefrom so that when said delll) vice is released for action it will instaotly respond to requirements.

My invention has many other features and objects which will be more fully understood in connection with the description of the accompanying drawings and will be more particularly pointed out in and the appended claims.

' In the drawings: Y Y

Figure 1 is a view in side elevation partly in section of a portion of a mill structur 'showing the device of my invention applied thereto.

Figure 2 is a plan view thereof.

Y Figure 3 is a view of a portionof the pipe line structure looking from the left of Figure 2.v

Figure 4 is a fragmentary sectional view of the main and emergency valves showing the same'in one position of adjustment.

Figure 5 is a similar view showing the main and emergency valves in another position of adjustment.

Figure 6 is a sectional view on line 6-6 of Figure 4 of one of the emergency valves showing the same in one position of adjustment. y

Figure 7 is a similar view showing the valve in a diderent position.

Figure 8 is a view of the controllng levery and a portion of the trip device showing the parts in a normal position of adjustment for the usual operation of the carriage.

Figure 9 is a similar view showing the trip device released for an emergency Aapplication of steam.

Figure 10 is a sectional view on line 10-10 of Figure 3.

Figure 11 is an enlarged view of that vportion of the trip bar showing that part thereof which engages the retaining roller.

Figure 12 is a sectional view on line 12 12 of Figure 11.

Figurelisa view similar to Figure 12 showingthe trip bar in a released position.

Figure 14 is a view on an enlarged scale in side elevation of the controlling lever.

Figure 1.5 is an edge -view looking from the left of-Figure 14.

Figure 16 is a sectional view on linelG-lo of Figure 14.

of the drawings.

Figure 17 is aview similar to Figure 14 showing the position which the lever structure would assume when tripped or energized to release the trip device.

Like characters of reference designate similar parts throughout the different'figures As shown, 1 designates what l will term the carriage floor on which the carriage 2 is reciprocated, the carriage being merely generally indicated. A main cylinder 3 is Iprovided witha piston 4, the latter having a pistonrod 5 which may be coupled to the carriage 2, m any desired manner as genermediate portion 26.

ally indicated at 6. ln operation, steam or other pressure fluid is alternately admitted to and exhausted from opposite ends of cylinder 3 to reciprocate the piston 4 therein, the stroke of the piston 4 being equal to the length of the run of the carriage. Pipe lines 7 and 8 lead to oppositeA ends of the cylinder 3 and are shown extending downwardly subjacent therefrom. These pipe lines have horizontal'rearwardly extending sections 9 and l0 which vare coupled to a connecting pipe line 11 having a feed connection 12 which may be provided with a shutoff valve 13. Sections 9 and 10 are provided with valves 14 and 1.5 for controlling admission and exhaust of steam to and from the cylinder 3 and which will hereinafter be termed the main or normal devices or valves by reason of the fact that they function durino normal operation of the carriage'. These valves are more clearly shown in Figures 4 and 5, to which reference will be made in describing their operation.

1tl willV be noted that` in these two figures the main valves 14 and 15 are turned ninety degrees from their correct position shown in Figures 1 to 3, this alteration of position being for the purpose of more clearly illustrating the internal structure of the valves.Y

in operation and structure onl one need be described in detail. rlfhe valve casing 14 has a cylindrical bore 16 in which the piston closure operates, the bore being divided into two sections, the lower section being indicated at 17. A part of the casing extends downwardly and upwardlyy in the valve, as indicated at 18 and 19 and theL valve is provided with an intake portion 2O delivering to an intake opening 21 which intersects the cylindrical bore, the latter having an annu-- lar groove 22 registering with intake 21. The casi-ng is interrupted at 25 to provide ingress of steam in the'direction indicated by the arrow. Exhaust is afforded from section 17. The closure is provided with piston portions 24 and 25 which lit tightly in sections 16 and `17. Said closure is also provided with an annula'rly recessed interln the position shown in Figure 4, steam is cutl oli` by portion 25 and the valve is in the exhaust adjustment whereby steam ma 1 be exhausted as indicated by the arrow. ri`he right hand valve is in a steam intalre position. ln Figure 5, the closure of the left 'hand valve is in a steam admission adjustment whereby exhaust is cut ofi and whereby steam may pass through the valve as shown'by thev arrow. The right hand valve is in an exhaust position.` The valve closures have stems, one being shown at 27. Rocking hell crank levers 29 and 30 are connected with saidclosures and are pivoted at 31 and in operating Aso rod has connection with said levers 29 and 30 at 34 and 35 so that when the rod is shifted to the left of Figure l one closure will be in a` steam admission adjustment and the other in an exhaust adjustment as shown in Figure 5 whereas in the position of the rod in Figure l, the closures will be in the intake and exhaust adjustments shown in Figure 4. Rod 33 is connected at 36 with a bell crank lleverwhich is pivoted or `which turns about a fixed axis shown` at 37.

rlihe remaining arm 38 is connected at 3U with a link 40, as shown in Figures 2 and 8. The remaining end of the link rod 40 is forked at 4l and a pin 42 connects said rod .with the Controlling lever which will be later described.

All of the foregoing is a well known structure in common use but it isnecessary to illustrate and describe the saine in order that my improvement may be understood. ln operation, to and fro movement of the controlling lever and rod 33 will alternately open valves 14 and l5 to admission and exhaust of steam to and from the ends of cylinder 3.

rThis equipment is known as the double steam feed valve system, one valve (14) for each end of the cylinder, in contra-distinction to the single feed valve syst-em as shown for instance in the U. S. patent to lVilhin, issued Nov. 26, 1907, No. 872,038.

l l will next describe that portion of the apparatus which constitutes my invention.

interposed in pipe lines 7 and 8, 4, 6 and 7)v in following relation with respect to the main valves, as regards the flow of steam, are emergency valves `43 and 44. These valves are alike both in structm'e and function and therefore only one need be described indetail. VBy-pass pipes connect the main valve 14 withthe emergency valve The emergency valve has an oscillatory valve closurel 46 having a normal and relatively enlarged port 4T and two relatively 4small emergency ports 4S leadingrzulially from .intersecting relation with the main port 47. lt will be seen that the pipes enter the valve v43 centrally thereof, so that ports 48 are never in registry with said pipes. and 7, the closures of the emergency valves are in the position .which they would as? sume when the carriage is in normal operation. In other words, the ports 4T permit of free passage of the steam upwardlyin pipe lines 7 and 8 through the emergency valves.

rlilhe ports 48 are off center from and out of registry with pipes 45, or rather the upper terminals thereof, and while pipes 45 are full of steam under pressure and ready for ent-rance, the steam cannot enter the emerln the position shown in Figures 5,

at the bottom of the emergency valve. The port 47 is in full registry with both of the upper ends of pipes 45 and the ports 4S are in full registry with pipe lines 'T and 8 for up "ard travel of the steam simultaneously to both ends of the cylinder 3. Therefore, irrespective of the position which piston 4 may occupy, it will almost instantly be subjected to an etpiilibriim'i of pressure on both ends thereof. This pressure as is usual with steam, will not bring the piston and carriage to an abrupt stop, the steam pressure for operating the carriage not beiiig sullicicntly high to render such de tective action, on the contrary, when the valves are turned into this eniergency adjuf-stment, the steam will simultaneously rush into both ends of the main cylinder and gradually absorb the mo mentum of the cari'iage in such a manner as gently to reduce its motion in opposite directions to a position of rest. ln actual practice, there is a slight and gradually rcduced to and fro movement of the carriage prior to complete arresting movement thereof. Of course, it does not mahe any difference at what particular position the carriage actually comes to a position of rest as obviously, the main object is to bring the racing carriage to a standstill, as the emergency has ceased as soon as tbc rai-ringe stopped, lt will be noted that by reason of the fact that the lower ends of pipes 45 are at all tinies in open commnnica'ion with steam at full pressure irrespective of the position of closures 24, that the latter can never interfere with an instant application of emergency steam. ln other words, while l use the same steam or pressure fluid for emergency stoppage that l use for normal operation, which is the most important fea ture, still, by reason of the fact that the emergency valves are in following relation with respect to the main valves, the latter nierely cease to function when the emcrgency calves are in a functioning adjustment. Cons-ieipiently, in normal operation, my eii'iergency valves do not in any way interfere or modify the function and operation of the main valves, and conversely, when my emergency valves are in a functioning adjustu'ient the main valves are so wholly unel'l'ective that they may be in any position without in any way eliecting the operation of the en'icrgency valves.

l will next describe the mechanfm and the manner in which the emergency valves are operated.

. The closures 4G have arms 50 and :3l which are pivoted at their ends to an operatingl rod Said operating rod has i pin 53 which projects into the slotted end 54 ot' an arm 55. The valves have stops E?) and 5T limiting movement of arms 5() and 5l in opposite directions so that in either eX- treme position ofi the closures 4G, the latter' llt) z will be in the,l full extreme positionshownY CTA in -Figures 4L and 5 for proper port registry. rEhe excess play afforded by slot 5er-permits of each arm going to a full eXtreme position. Independent adjustments 58and 59 provide for leeway so that both varms 50 and 51 can reach their stops 5G and 57. Arm 55 is mounted upon a shait GO which is journaled in bearings (l1 and (32. A. hand-restoring lever (53 is mounted on said shaft. An arm (il, mounted on said shaft is pi\f*otcd at (l5 to one end of the link rod {16,- the remaining end oll which is pivoted at (S7 to one arm G8 ot a bell crank lever. This lever is mounted upon a l'ixed pivot G9 and the other arm 7() isvpivoted at 71 te a link 72. he remaining end of link 7 2 is pivoted at 73 to one end et a trip-bar 74. This trip-bar is slidable in guides 7 5 and 7 o having openings 77 and 7 8 therein. Bar ffl has an arcuate trip portion 79 which is struck from a radius ot which the axis 80. of the control lever, is the center. A roller 81 is journaled at S2 abreast oi' the opening 7 8. lhe bar has a cam surface 83 which terminates in a retaining shoulder 8st, adapted for engagement with roller 81 below, the axis o'l rotation of the latter. The bar 711 has a supporting linear surface 811 which rests upon the roller 81 and locates the'shouldcr 8l below the axis of said roller. The bar 74C is cutaway at S9. to localize the action Vot the shoulder 84k against the roller 81, below the axis thereoi'. lllhen' the bar 711 is tripped, it must be elevated until the shoulder 84u rises above the airis et said roller 81whereupon ,the cam 83 will ride up on the roller 81 and elevate the bar as shown in Figure 9. T he bar is of suiiicient length so that even when the same is tripped, the lett hand end will not pass entirely through the guide 7 G, as shown in FigurerQ. One of the great advantages of Ythe construction shown in Figures 11 to 13,

is that any jar such as loading the logs on the carriage will not accidentally'trip the bar`71. Likewise, if the carriage operator imparted a slight excess thrust eta. pull or push nature to the controlling lever, he

would not trip the bar` 7 l unless `such thrust was sufficient to elevate the shoulder 911 above the axis of the roller 81. r1`hus the device is not susceptible el' being accidentally tripped as the shoulder S4' will play back and down into thel position shown in Figure 11 unless it is given the required ele- 'ation f Before entering into a description of the controlling lever, it will be necessary to againreter to Figure 1 to describe the means Jlor arresting the bar 74 after it has been released and also to describe the means for holding the bar 7 4; under normal stress so that when it is released it will instantly respond to requirements.-

n the position shown in -iiigure 1 the device has been tripped and the emergency valves are in the position shown in Figure 1l, which is their functioning position. A stop 85 limits movementof the arm 55.V T his stop is provided with an arm 86 to which one end of a spring 87 is connected. 11`he other Vend oitsaid spring is connected to arm 55. Thus' it will be seen that tl'ie'spring S7 always energizes the rod to move into the emergency adjustment shown in Figure 1 and therefore moves the bar ,74e trom the retained position shown in Figure 8, to the advanced position shown in Figure 9, just as soon as the shoulder 8i has been released from roller 81. To restore the device from an emergency position back to normal operation, the lever is raised in the direction ot the arrow until the bar 74 has been moved from the position shown inliigure 9, back to the position shown in Figure 8. 0f course the rod v52 and other connected parts are moved back accordingly. Y

1 will next describe my improved control" ling lever structure, l reference being` had more particularly to Figures 14e to 17.

As shown, 88 designates the normal control lever which is mounted to swing about a fixed axis 80. 411 and in lever 88 a hole 90 carries pivot The lower end of said lever S8 `is reduced at 91 and is threaded to take spring adjusting nuts 92, `the purpose of which will later appear. rThe upper end of said lever is forked as indicated at 93 and the lowervend 94; of a handle 95 is connected with the orkedend El by a pivot 96. rlhe handle 95 has oppesitely projecting emergency fingers 97 ,as clearly shown. An emergency lever 9S is mounted on and slidable longitudinally along the main controlling lever and is pio vided with a slot 99 co-act'ing with the 'axis' pivot 80'. i A stud 10o 'lined vto lever S8 and extends through a slot 101 1n the emergency lever 98.' A stud 102 is fred in lever s 1 ,L I g 4 .n o8 and entends through a elo.J ibo in lever 98. By his means, the emergency leveris substantially hung on the normal control `lever and moves therewith during normal operation of the carriage. A slot 104:' in the emergency lever accommodates pivot l2.

VThe emergency lever hasa foot 105 provided with a suitable aperture lfor projection therethrough of the reduced end 91. An err- Vpansively acting spring 106 surrounds the reduced end 91 and 1s interposed between the l foot 105 and the nuts 92 to normally maintain the two levers 8S and 98 in the relative positions shown in Figures 1l to 16. The upper end of the emergency lever 98 is forked vat, 107 and the vfork terminals 108 are bent over to slidablyengage the fingers 97. The spring 106 functions to stabilize the handle 95 and hold the same in aligned relation with the levers as shown in Figure 1#1-. This spring 106 is strong enough to thus rlhe link el() is forked at l handle.

function -when the lever structure is rocked io and tro under normal manual thrust, or in' other words, under such relatively light manual thrust as would be even more than sufcientto be applied to handle under any ordinary operative requirements of a strictly normal nature. This applies either to a push or pull thrust.A However, iii the event of an emergency such as would require the carriage to be quickly ,Ji-ought to a positionof rest, then a pull or push thrust on the handle 95 ot a thrust or stress in excess of the normal would overcome the 'spring 10G, theieby permitting the handle 95 to heiocked out of aligned relation with the levers thereby elevating the emergency lever 9S as iar as the slot and stud connection will permit as shown in Fig. 17. at this point to emphasize the 'feature that this excess or abnormal thrust on the handle 95 will be exercised in the same plane otl movement that is ordinarilyT imparted to the Consequently under the stress otl excitement, the carriage operator is not called upon to make a motion that he not accustomed to make and he is not called upon to release his hand 'trom the controlling lever. On the contrary, he is instantly ready to impart an abnormalfand strenuous push or pull thrust on the handle 95 knowing full Well that this is all that is necessary to bring the vcarriage to a position spective of the position ot the levers. Furthermore, and tar more important, the lug 10S will always be in such closeV proximity to the port-ion 7 9 that it willbe in readiness to always 4act irrespective ot the position of the levers. `Theret`ore, just as soon as the handle 95 is rocked to the position shovvn in Figure 17, the shoulder Se of bar 7a will be lifted above the axis of roller'Sl. and the spring 87 will instantly shift the bar 74 and its connected )arts including arms 50 and 5l, tothe position shown in Figure l. This Will throw the mechanism into an emergency adjustment with the emergency valves in the position shown in Figure ll, as hereinbefore described. ANew the importance of the slot 54: Will be clear since it is absolutely necessary thatvthe emergency valves should y be in either extreme position, it Will now be understood; that when the valves vare sud- It desiredv dcnly thrust over and with the stop 85 limiting movement ot the arm 55, the momentum will serve to give a full throwv to the valves. Furthermore, it will novv be clear that the carriage man standing by the lever 88 is powerless to again restore the mechanism to a normal position ot operation since any movement ot either lever S8 or 98 would be fruitless. All he can do is to move the main valve closures but they are lunctionless because of the position ot' the emergency valves. Hence it is necessary to send a man to a position below the carriage floor "lto pull up on lever (S25 and restore the emergency valves to the position shown in Figure 5 and restore, thereby, the trip bar 7l to the position shown in Figure S. The operator in practice, who lit'ts the lever (33 will notify the carriage man that he is `going to perform this function and of course the carriage man will instantly shift the main control lever to the neutral position shown in Figure S so that after the mechanism has been restored the carriage cannot again'start to move until the control lever is actuated. The importance ot elevating the bar 74 by means of the cam 83 ivill now be clear since it permits ot any movement of the lever, as shown in Figure E), without the lug 108 interfering with the arcuate portion 71).

T he device of my invention has been in actual operation in a saw mill and Was successfully operated prior to the preparation ot this application and hence all of the advantages alleged are based upon successful operation.

`It is believed that my improved apparatus will be fully understood from the foregoing, and I do not Wish to be limited by the disclosure made except tor such limitations as the claims may import.

I claim l. In combination, a saw mill carriage, pressure fluid mechanism having main valves for causing reciprocation of said carriage and emergency valves tor arresting movement ot said carriage, a lever operatively connected with said main valves, trip means normally holding said emergency `valves inactive and including a trip bar provided with an arcuate portion struck on a radius of the swinging axis ot said lever, and said lever having means for releasing said bar including a lug traversing said arcuate portion and adapted to engage and trip said bar in any position ot said lever.

2. In combination, a savv mill carriage, pressure Afluid mechanism having main valves for causing rcciprocation oi said carriage and emergency vvalves for arresting said carriage, a spring actuated trip device for holding said emergency valves inactive and including a trip bar, a main lever movable about atixcd axis and connected with said main valves and having a pivoted han` die, a trip lever carried by said main lever 1 .L and slidaole thereon longitudinally thereof and being connected with said pivoted handle and having a lug for engagement With said bar, a spring normally holding said trip lever inactive and stabilizing said haiidle under normal manual stress thereon buty yielding under abnormal manual y stress, whereby rocking movement ot' said handle will actuate said trip lever to cause said lug to trip said bar.`

3. 'In a combined normal and emergency lever mechanism, a normal lever mounted to swing about a fixed axis and having a pivotally mounted handle, an emergency lever y mounted on and slidable longitudinally along said normal lever and connected with said .pivoted handle and having an einergency acting portion, and a spring connected with said levers to hold the samel in normal vrelative positions under normal stress appliedto said handle and yielding under abnormal stress/on said handle for movement of said :emergency lever into an emergency p position.

Yto permit said handle to tilt and 4;. In a combined normal and emergency lever mechanism, a normal lever pivoted to svving about a fixed axis and having a handle pivoted to siving in the plane of move-l mentorsaidlever, saidhandle having oppositely proyecting emergency lingers, an emergency lever mounted on and slidziblc alon 0 said normal lever and having liorlrcdv s Y 1 portions engaging said lingers and. provided with an emergency acting portion, and a sirin@ connecting saidleif'ers andnoi'inallir E? J .l

stressing said emergency leif'ci to hold saidriage` and emergency valves .tor arresting movement of said carriage, a lever operatively connected with said main valves, trip rmeans normally holding said emergency valves inactive and including a trip bar having a retaining shoulder, a roller lor en gagement by said shoulder, and said lever having means engaging said bar to elevate said .shoulder above the axis oi said roller to release said bar. Y 1

6. ln combination, a saiv mill carriage, pressure fluid mechanism havingv main Leva-,42e

causing reciprocation of said carriage and emergency Valves for arresting movement of said carriage, a lever operatively connected ivith said main valves, trip means normally holding said emergency valves inactive and including a trip bar having a retaining shoulder, a roller for engagement with or by said shoulder, and said bar having a supporting edge. engaging the top of said roller to retain said shoulder in a predetermined position with respect to said roller, and said lever having means` engaging said bar to elevate si id shoulder above the axis ot said roller to release said bar.

7. ln a `combined normal and emergency lever mechanism, a normal lever mounted valves for to swing about a fixed axis, an emergency lever movably carried by said normal lever, a spring for holding said levers in normal relative position, handle means for operating said normal lever, andA mechanism whereby abnormal stress applied to said handle means Will overcome said spring and actuate saidr emergency lever.

8. ln a combined rnormal and emergencu lever mechanism, a normal lever mounted to swing about a .fixed axis, an emergency lever carried by said normal lever and movable longitudinally thereof and connected to swing with said normal lever, a spring` for .normallyY'exercising longitudinal thrust to hold said levers in a normal relative position, handle means for oper ting said noi iiiallcvcr, and mechanism whereby abnor-V mal stress alliplied to said hand" overcome said spring .and iinpaift lo diiial uioifeinent to said eiiicrgci'icy iev ln comlgiinatioii, a saiv` mill carriage, pressure liuidmechanism having main valves iigjil ii- -lior ausiiig reciprocaticn of said carriage .and emergency valves for -inent oi3 said carri-age, combined norn'ial and arresting iiifivev @which said .fixed axis is the center ivhensaid bar structure is inoperative, and means whereby emergency actuation ol said cmerf gency lever ivill engage said arcuate poiiion to cause operation of said bar structure;

ln testimony that l claim the iforegoiiig as iy own, l hereby aliix my signature;

DANIEL R.. TANNlilR. v

iicaiis wil llO 

